Centering device for swivel trucks



w. s. H. HAMILTON ET A1. 2,099,361

Filed May 14, 1936 .5 Sheets-Sheet l Nov. 16, 1937.

GENTERING DEVICE FOR SWIVEL TRUCKS Nov. 16, 1937.

W. S. H. HAMILTON EI AL CENTERING DEVICE FOR SWIVEL TRUCKS Filed May 14, 1936 5 Sheets-Sheet 2 Nov. 16, 1937. v w. s. H. HAMILTON ET AL 2,099,351

CENTERING DEVICE FOR SWIVEL TRUCKS Filed May 14, 1956 l 5y Sheets-Sheet 3 ZA Z5 2o 24a @ff 4l.' -ZZ I 25 "7 f 2v am i 7:47AM ML JM w. @#155 f Nov. 16, 1937. w. s. H. HAMILTON ET AL 2,099,156l

CENTERING`DEVICE VFOR SWIVEL TRUCKS Filed May 14, 1936 5 Sheets-Sheet 4 Nov. 16, 193?.

CENTERING DEVICE FOR SWIVEL TRUCKS w. s. H. HAMILTON Er AL 2,099,361..

Filed May 14, 1936 5 Sheets-Sheet 5 Patented Nov. 16, 1937 UNITED- STATES CENTERING DEVICE FOR SWIVEL TRUCKS William S. H. Hamilton, Larchmont, and Frederic W. Butt, Woodside, Long Island, N. Y., assignors to The New York Central Railroad Company, a corporation'of New York x Application May 14, 1936, Serial No. 79,7961

24 Claims.

This invention .relates to centering devices'for the swivel trucks o'f locomotives, and particularly to controlling means for governing the action of a swivel truck centering device to regulate and variably govern its action in the travel of the locomotive at different speeds and about curves and along straight portions of a track so as to secure a Vgreater range of flexibility and more efficiently controlled Yaction of the centering device with regard to its degrees of restraining action as required according to varying track conditions and varying speeds vof travel ofthe locomotive.

TheV spring centering devices commonly employed exert forces tending to hold their swivel trucks inlinewith the other trucks and resisting swiveling.. 'Ihese forces are adjustable but do not vary with the speed of the locomotive. Such devices, however, if designed with sufficient flexibility for swiveling motion of the swivel truck to allow easy travel of the locomotive about sharp curves at slow speed, at and below, for example, Atwenty milesV per hour, do not offer sufficient resistance against undesirable swiveling or vnosing of the truck when the train is traveling on straight or comparatively straight portions of the track at Yhigher speeds and particularly at very high running speeds, when, as a safety measure, nosing should be prevented.

One object of our invention is to provide simple, 'reliable and eflicient means for controlling the centering device of a swivel truck in such a way as to allow free swiveling motion of the truck when traveling about curves at or below a predetermined speed and to give positive restriction to the centering device, with maximum resisance to truck swiveling motion, when traveling at speeds above such predetermined speed, thereby preventing nosing of the locomotive.

A furtherobject of our invention is to provide means for automatically locking the centering device at or above a predetermined Vspeed and releasing it below that speed; when locked, to provide maximum resistance to Vswiveling movement of the truck and, when released to allow free swiveling movement.

A still further object of the invention is to provide centering means on -a swivel truck to cooperate with automatic locking and releasing means therefor on an adjacent rigid truck in such a way that when the automatic device is locked there will be sufficient freedom of swiveling action and of relative movement between the swivel and rigid trucks for easy travel with maximum safety at high speeds; and that when released there will be enough additional freedom of .swivel-ing action and relative vmotion of the swivel truck to permit locomotive to pass easily and freely .around sharp curves at low speeds.

-With. these and other objects in view,`the invention consists of the features of construction, combination and arrangement of parts, hereinafter fully described and claimed, reference being had to the accompanying drawings, in which:-

Fig. l is aside elevation showin-g the applicationof the invention, forexemplification, to a double Yended electric locomotive.

Fig. 2 is a diagrammatic plan view-showing the general Varrangement vrof the centering devices and their controlling means mounted on the locomotive.

Figs. B and 4 are Vsimilar views on an enlarged scale of parts of the controlling means.

Figs. 5 and 6 are views, plan and side elevations respectively, on an enlargedscale, of one of the centering devices `and a portion of the truck frame on which it is mounted.

Fig. '7 is a section on line 1-1 of Fig. 5.

Figs. 8, 9 and 10. are respectively top plan and side and end elevations showing on an enlarged scale the link latch mechanism and its operating means.

Fig. 11 is asection on line II-Il of Fig. 8.

Fig. -12 is a view similar to Fig. 8 showing the latch mechanism in `link` releasing position.

Fig. 13 isV an enlarged side elevation of a portion of the rigid truck frame and showing the speed switch drive arrangement. Y Fig.' 14 is a transverse section taken substantially on line M-M of Fig. 13;.

Fig. 15 is a view showing a modification.

In the embodiment of our invention as herein disclosed we have shown its application to a double ended type of electric locomotive l in which the cab 2 is mounted by center bearings 3 on similar end platforms or underframes 4 having an articulated coupling connection 5 at their inner ends to adapt said platforms to have some relative lateral movement, each platform being mounted on an outer swivel truck 6 and an inner rigid truck 1, the trucks 6 and l of each platform section serving respectively as leading or pilot and trailing trucks in the travel of the locomotive in the direction in which the platform mounted on either set of trucks forms the head Y platform section. The invention, however, may be applied to other types of locomotives or ve- -hicles having swivel trucks, for controlling the WiYl tinck centering devices thereof; or on loccmotives having a different type of truck on which it is desirable to control the relative motion between the trucks.

Mounted upon the inner end of the frame of each swivel truck 6 is a centering device comprising an A-irame 8 the apex of which carries a seat plate 9 having spaced seat recesses I0 and H. Centrally pivoted to this seat plate, as at I2, is a rocker arm or lever I3 having at opposite sides thereof iulcrum portions Ill' and II normally engaging said seat recesses in the centered position of said arm or lever. A floating rod or bolt l5 is movable freely through openings in the seat plate 9 and spring cap I1, which in turn is arranged to slide in guide I4 of the frame 8 and is pivo'ted at its outer end, as at I5', to the rocker lever. Disposed about this rod between spring caps I6 and I1, bearing, respectively,

against the outer portion or" the frame 8 and in guided relation to the guide I4 thereof, are coiled centering springs I8, the tension of which may be regulated by a securing and tensioning nut I9 on the rod I5, and which springs oppose a resistance to the endwise oating movement of the rod l5 and the rocldng movements of the lever I3. The lever I3 is coupled to one end of a controlling link 20, the opposite or free end of which is permitted to slide without restraint or is positively held from movement by the locking and releasing mechanism on the outer end of the adjacent rigid truck frame 1, whereby the action of the centering device is controlled to regulate its degree of resistance to swiveling motion of the truck 6.

The said locking and releasing mechanism comprises a suitable support 2I fixed to the frame 1 and which forms a guide for the free end of the link 2B. On the support is mounted a fixed guiding and clamping roller 22 against which one side of the link 20 bears, and pivotally mounted on the support, as at 23, is a clamping lever 24 carrying at one end a guiding and clamping roller 25 bearing against the opposite side of the link, which roller 25 is placed opposite the roller 22 and is movable toward and irom the same by reverse swinging movements of the lever 24. In the side of the link facing the roller 252 is a locking notch or recess 26 adapted to be positioned in line with said roller when the centering device is in centered position so that when the notchis in such position and lever 24 is operated to force the roller 25 toward the roller 22 the link 20 will be clamped between the rollers and locked from movement by engagement of the notch 25 with the roller 22. The lever 2d.' is movable to la sufficient degree in the opposite direction to withdraw the roller 25 to a degree to allow the link 2D to release itself from engagement with the roller 22, while maintaining the rollers 22-25 in position to form guides and retainers allowing the link 20 when released to have limited pivotal movements.

When the link 20 is in the released position the truck can swing freely to the maximum extent allowed by permanent stops, permitting the truck to guide the locomotive freely about sharp curves in the track. Since the link is released at speeds below a predetermined value, for example twenty miles an hour, the locomotive is free to travel about sharp curves at any speed below the predetermined value. We provide a means dependent upon the speed of the locomotive for automatically causing the link locking mechanism to lock or release the link 20; that is, at or below a predetermined speed the centering device is freed, while at any speed above the predetermined Value the link 2B will be locked to allow only a limited range of motion of the centering device, thereby giving maximum elastic resistance to the swing of the truck and not allowing the leading truck to nose at high speeds. l

The automatic means provided for controlling the locking and releasing mechanism comprises a servo-motor in the form of an air cylinder and piston 21, which piston is coupled to the clamping or locking lever 24 by a connecting rod 2S. The motor cylinder is connected, through a feed pipe 28 and an electro-pneumatic control valve 33, with Aan air supply pipe 3|, which is in practice a part of the main reservoir system or other source of compressed air on the locomotive. A hand valve 32 is provided in the pipe whereby the air feed connection may be cut out when desired. The magnet coil 33 of the electropneumaticvalve 3B is arranged in a conductor .35 normally connected to a supply circuit 35 including a battery switch and fuse block 36 and a battery or other source of electric energy 36', which circuit may form part of the lighting system of the locomotive, and said conductor is adapted to be thrown into and out of connection with the supply circuit by means of a speed controlled switch 31. At all times in the open condition of the switch 31, the pipe 2,9 is open to the feed pipe 3| through the valve 30, so that air is supplied to the cylinder 21 to hold the locking mechanism in engagement with the plies current to energize the magnet coil 33 whereby the valve 30 is moved to open' communication between the atmosphere and the cylinder and air is released from the cylinder to retract the locking and releasing mechanism and release the link 20. The switch 31 is open and the valve 35 opens pressure connection to cylinders 21 at all speeds above the predetermined speed, but the switch 31 is closed by its speed controlling mechanism when the speed of the locomotive falls below the predetermined speed, whereupon the coil 33 is energized to cut off the air supply to the motor cylinder for the link releasing action. Thus in the event of any failure in the electrical control part of the apparatus air will be supplied to the motorcylinder. to lock the connecting link 2G, making it safe to operate the locomotive at high speed.

As stated, the switch 31 is closed at speeds below twenty miles per hour, but opens at higher Speeds so that the locking mechanism will always be in action to lock the link 2B in maximum resistance position in the event of failure of the electrical part of the control meansto perform its releasing action, and so that the link 2E! will be released only in the travel of the locomotive at slow speed. The means for controlling the switch 31 in this manner comprises a gear box 38 secured to the lid or cover of one of the journal boxes on the rigid truck 1, in whichlbox are enclosed gears 39 driven through a suitable connection 40 fromthe axle journal and coupled by a exible shaft 40, i. e., a shaft formed of universally jointed sections, with a switch operating device 4I active at speeds above twenty miles per hour to open the switch but inactive at speeds below twenty miles per hour which allows the switch 31 to close again.

A pressure controlled switch 42 may be provided for controlling the supply of current to pilot or signal lamps 43 positioned at opposite taocafsei `ends of the. cab. This switch '42' communicates with pipe 29 so4 as to be normally 'subjected to4 air pressure from line 3| to move a switch Vmember 43' against the resistance of a switch closing spring (not shown) forming part vof 'said switch, 'to connect the lamps r43 with the current supply circuit 'so long as valve 30 is in position to Vsupply air te the cylinder 21, thus indicating that the electrical control part of the systemis working 'and the system in condition for full control actions. When the 'switch 31 closes at the speed of the locomotive below the predetermined' speed and coil 33' isf energized to 'move rvalve 3D t'o air vent position the switch 42 is relieved from air pressure and actuated by 'its spring to open switch member 43", thus cutting ofi the supply of current to the lamps 43, indicating that link 20 is in released position and that itis not safe to operate the locomotive vat high speeds. Similarly `in the event of `failure of the electrical part'fof the system the Vlamps, through their failure to glow, will give warning of this condition. The current supply circuit may also include an overload circuit breaker 44 o'f'suit'able type. Y

From the foregoing description, taken in connection with the drawings, the construction and mode of operation of our improved means for controlling theA centering device of a swiveling truck to regulate its resistance to swiveling movement of the truck will be readily understood without a further and extended description, and it will be seen that the invention provides means for automatically controlling the action of the centering device at speeds belowand above a predetermined speed of the locomotive to release the centering device for movement at slow and `safe speeds, while locking it from movement at high speeds so that the centering device will exert its maximum restraining action against "the swiveling movements olf the truck to prevent nosing of the truck at high speeds, so that maximum flexibility of truck action is permitted at slow speeds and safety against undue swiveling or nosing secured at high speeds. Also it will be 8-12, inclu`siveis designed to allow relatively free `shifting movements of the Ilink 20 when in released condition, so as to set Aup practically no restraint to the swiveling of the truck at low speeds, our invention. also contemplates the use of means for imposing a desired .degree of restraint to the movement. of the link from, its centered position at low speeds and so that a predetermined force is required to be exerted by link 20 against the sides of recess 26 before movement of link 2l) from its centered position ,can take place. A modiiied form of the deviceV is shown in Fig. 15 for this purpose. In the modiiied form of the device illustrated in Fig. 15,

V1.. The characteristics ofthe notchj26 andthe helical spring 45Vl are such that when -swiveling action of swivel truck 6 occurs, roller 22 rolls out of notch 26further compressing spring 415before vfurthercompressionA of spring t8 and movement offlever I3 withV respect to seat 9L may take place. Therefore, arestraint imposed upon the swivelingrof truck 6 yeven in the released condition ci the device.

vIn the-locked condition of the device, roller 22 is forced back by the action of air pressure in cylinder 21 and pressure of roller 25 against link 30, until journal pin 41 o-f roller 22 reaches the inner end o-f 'slot 46, in horizontal brackets 21, whereupon a pressure is brought to bear between notch '216 and roller 22 high enough to prevent relative lmovement between them and the effectV is the same as is shown in Fig. 8.

While the structureherein disclosed, and shown for exemplication is preferred, it will, of course, be understood that changes in the4 form, proportion: and details 'of construction of the parts may be made within the scope of the appended claims, without departing from the spirit or 'sacrificing any of the advantages of the invention. Y

Wfhat we claim is:-

l.. VA locomotive lhaving "a swivel truck, a centering 'device controlling the swivelingV movements of the truck with respect to the'locomotive Yframe, and. `automatic means, governed by the speed of the locomotive, for regulating the resistance of the centering device to the swiveling movements of the truck to obtain relatively high and low resistances at locomotive speeds above and below a predetermined locomotive speed.

2'. A locomotive having a swivel truck, a centering device governing the swiveling movements of the truck with respect-to the locomotive frame, a locking and releasing means for controlling the range of movement of the centering device and its resistance to swiveling movements of the truck at different locomotive speeds above and ybelow a predetermined locomotive speed, and means governed by the speed lof the locomotive forv controlling said locking and releasing means for locking and releasing actions.

3. A locomotive having a swivel truck, an elastic centering vdevice controlling the swiveling .movements fof the truck with respect tothe loco-k motive frame, said device including an element lockable for holding the centering device elastically centered landreleasable for governing its extent of control motion, and automatic means governed by the speed of the locomotive and operative atA Vdifferent locomotive speeds above and below 'a predetermined speed for locking and releasing said element.

Y 4. A locomotive having a swivel truck, a rigid truck, a centering device carried by the swivel truck for elasticallyr controlling its swiveling motion `and including a control member for regulating; its extent of motion, and anV automatic train.' speed controlledv locking and releasing means onV the rigid truck operative at differentV locomotive speeds above and below a predetermined locomotive speedk for engagement with said control device to hold it in position for maintaining. the centering device in centering position. or releasing it to permit the centering device to move more or less freely for normal swing of the swivel truck.

,5. A locomotive having a swivel truck, a yrigid truck, a centering device on the swivel truck for range of action, and speed controlled means govlocking and releasing actions at different locomotive speeds above and below a predetermined locomotive speed. n

' 6. A locomotive having a swivel truck, a centering device for elastically controlling the swinging movements or said truck with respect to the locomotive frame, and speed controlled means governing the centering device to permit the same to have its normal range of movement and elastic resistance to swinging movements of the truck at a predetermined slow speed of the locomotive and for locking the resistance device in maximum resistance position at higher speeds of the locomotive.

7. A locomotive having a swivel truck, a centering device for elastically controlling the oscillations of the truck with respect to the locomotive frame, a locking and releasing arm connected with the centering device whereby its controlling actions may be controlled, and means governed by locomotive speeds for automaticalh7 locking and releasing said arm at locomotive speeds above and below a predetermined speed.

8. A locomotive having a swivel truck, a rigid truck, a centering device on the swivel truck including a` centering spring and a lever mechanism through which the resistance of the spring is transmitted to said truck, a connecting link for connecting said lever with and disconnecting it from the rigid truck, locking means on the rigid truck cooperating with said link for effecting such connection and disconnection, and means governed by locomotive speed for throwing said locking means into and out of action at different locomotive speeds above and below a predetermined locomotive speed.

9. A locomotive having a swivel truck, a rigid truck, a centering device on the swivel truck including a centering spring and a lever mechanism through which the resistance of the spring is transmitted to said truck, a connecting link or connecting said lever with and disconnecting it from the rigid truck, means on the rigid truck normally engaging and locking said link to maintain the centering device inmaximum resistance position, and speed controlled means controlling said locking means to lock said link in such controlling position at and above a predetermined locomotive speed and to release Ysaid link to permit normal movements of the centering device at slower locomotive speeds.

10. A locomotive having a swivel truck, a rigid truck, a centering device on the swivel truck including a centering spring and a lever mechanism through which the resistance of the spring is transmitted to said truck, a connecting link for connecting said lever with and disconnecting it from the rigid truck, locking means on the rigid truck normally engaging the link to .hold the centering device in maximum resistance position, and locomotive speed controlled means for releasing said locking device at a predetermined slow locomotive speed without affecting its locking action at higher locomotive speeds.

11. A locomotive having a swivel truck, a centering device for opposing an elastic resistance to the swiveling movements of the truck, a device for locking said centering device in its position for establishing a maximum resistance to the swiveling movements of the truck or releasing it for normal resistance actions, actuating means for the locking device normally elective for maintaining the locking device in action at all locomotive speeds, and means effective for influencing .erning'the first-named means for automatic said actuating `means at predetermined slow speeds of the locomotive to release said locking device and ineffective for such action at higher locomotive speeds.

12. A locomotive having a swivel truck, a rigid truck, a centering device on the swiveltruck for opposing an elastic resistance to the swiveling movements of said truck, a coupling member associated with the centering device, a device on the rigid truck for coaction with said coupling member for locking the centering device in its position for establishing a maximum resistance to the lateral movements of the swivel truck or releasing it for normal resistance actions, actuating means for the locking device normally effective for maintaining the locking device in action at all locomotive speeds, and means effective for influencing said actuating means at predetermined slow speeds of the locomotive to release said locking device and ineiective for such action at higher locomotive speeds.

. 13. A locomotive having a swivel truck, a centering device for opposing a variable elastic resistance to the swiveling movements of the truck, a locking device for connecting the centering device with or disconnecting it from a part of the locomotive with relation to which the swivel truck swivels for holding said centering device in its maximum resistance position or releasing it for normal resistance actions, pneumatic means for normally maintaining the locking device in locking position, electrical control means effective for action on said pneumatic means when set into action to release the locking means, and locomotiveV speed governed means operative on .said electrical control means to release the locking device at predetermined slow locomotive speeds but ineffective Vfor such action at higher locomotive speeds.

i4. A locomotive With two swivel trucks in which a device is used for holding them inone elastic relation with each other above a predetermined speed and a different elastic relation below said predetermined speed.

15. A locomotive having trucks mounted for relative swiveling movements, a centering device including locking and releasing means for holding the trucks in one elastic relation when running above a predetermined speed, and means acting in the released condition of the locking means for 'holding thetrucks in a different elastic relation below said predetermined speed.

16. A locomotive having trucks mounted for relative swiveling movements, a centering device on one of the trucks, a speed controlled locking device on the other truck, a shiftable coupling link connected to the centering device and adapted to be locked against movement at predetermined high train speeds and released for movement at lower train speeds to control the action oi the centering device, and means acting in the releasedcondition of the link to maintain it in engagement with the locking device and allow of its release therefrom under a predetermined force.

. `17. A locomotive with two relatively swiveled trucks in which a train speed controlled device is used for holding them in one elastic relation with each other above a predetermined speed and a diferent elastic relation below said predetermined speed.

18. A locomotive having a truck mounted to oscillate with respect to the locomotive frame, and a device for holding the truck in a predetermined elastic relationship with respect to the frame above a predetermined speed and in al different' elastic relationship with respect to the frame at a speed below said predetermined speed.

19. The combination with a locomotive having oscillating trucks, of means for establishing an elastic resistance to oscillation of the trucks with respect to the locomotive frame, and means dedependent on the locomotive speed and controlling the elastic resistance means to vary its elastic resistance to oscillation of the trucks at different locomotive speeds with respect to a predetermined intermediate locomotive speed.

20. The combination with a locomotive having oscillating trucks, of means for establishing an elastic resistance to oscillation of the trucks with respect to the locomotive frame, and speed controlled electro-pneumatic means controlling the elastic resistance means to vary its elastic resistance to oscillation of the trucks at different locomotive speeds above and below a predetermined locomotive speed.

2l. A locomotive having a swivel truck, a restraining device for elastically controlling the oscillations oi' the truck, and automatic speed controlled locking and releasing means for action on said restraining device to vary its elastic resistance at different locomotive speeds above and below a predetermined speed to the oscillations of the truck.

22. A locomotive having a swivel truck, a rigid truck, a restraining device for elastically con trolling the oscillations of the swivel truck, and automatic speed controlled locking and releasing means carried by the rigid truck for action on said restraining device to regulate its elastic resistance at different locomotive speeds above and below a predetermined speed to the oscillations of the swivel truck.

23. In a railway vehicle, the combination with an underframe structure and trucks swiveled with relation thereto to swing laterally thereof, of vehicle speed controlled elastic restraint means carried by the vehicle and acting on said swiveled trucks for opposing a yielding resistance to the swinging movements of said trucks at and above a predetermined vehicle speed.

24. In a railway vehicle, the combination with a vehicle body supporting frame, and a pair of trucks arranged adjacent to each other and one swiveled relative to the other, of elastic restraining means for opposing a yielding resistance to the relative swiveling movements of the trucks at and above a predetermined vehicle speed, and speed controlled means governing the restraining actions of the restraining means.

WILLIAM S. H. HAMILTON. FREDERIC W. BUTT. 

